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  1. #1

    SL700 has me puzzled

    Hi all - new around here and new to Polaris PWC's. I got a reasonable deal on a "running" 1996 SL700, and a "project- locked up" SL700. I quickly diagnosed the locked up one as seized jet pump bearings and both seam to run now, but both need a fuel system overhaul-one is not getting fuel to the carbs, the other has a carb leak and is pouring fuel out.

    The puzzle: one of these has the original ignition CDI and stator, the other has a CDI with PN: 4060170 - which i believe is the part number for the 3 cylinder domestic engines? This has me stumped as the engine runs quite well with this part number! Is this a known replacement or is there some other shenanigans at play with this particular ski? I bought these with the idea of parting them out and keeping the trailer - but it seams they may indeed be worth saving.

    Thanks!
    Alex
    Last edited by K447; 02-21-2019 at 11:36 AM.


  2. #2
    casey67's Avatar
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    Welcome to Green Hulk !

    Oh Wow. K447 (electrical guru) had wondered about using a 3 cyl CDI on a 2 cyl engine. I guess the theory is correct !
    The stator tells the CDI WHEN to fire the coil. The sensors are in different spots for 2 & 3 cylinder stators. 180 deg for 2 cyl and 120 deg for 3 cyl.
    The CDI then has a separate "channel" for each cylinder. The channels then have an input and output wire.
    So the theory was to use just 2 of the 3 channels in a 3cyl CDI. The 3 cyl CDI should have an extra/unused "Blue" wire (the blue wire is for the third cyl [center cyl is the extra],but any input wire could be left off as long as the correct output is left off). Then an unused output to coil (blk/grn-blk/blu-yel/brn) blk/blu will be for the "extra" center cyl.
    Should not hurt anything.

    The strange part is you have a working Gen 1- 2 cyl stator. They seemed to be the most trouble prone stator.
    I'm guessing both engines have Gen1 ignitions.

  3. #3
    casey67's Avatar
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    The Polaris 2 cylinder 700 engine really is a 1050cc with 1 cylinder completely cut off.
    The 98 1050 used the same cylinders/heads as the 96-97 SL700.

    I had a 96 SL700 , my favorite upgrade was 40mm carbs.I literally took 99 1050 triple carbs and unbolted the rear carb. Ran great.

  4. #4
    Click avatar for tech links/info K447's Avatar
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    Quote Originally Posted by casey67 View Post
    Welcome to Green Hulk !

    Oh Wow. K447 (electrical guru) had wondered about using a 3 cyl CDI on a 2 cyl engine. I guess the theory is correct !
    The stator tells the CDI WHEN to fire the coil. The sensors are in different spots for 2 & 3 cylinder stators. 180 deg for 2 cyl and 120 deg for 3 cyl.
    The CDI then has a separate "channel" for each cylinder. The channels then have an input and output wire.
    So the theory was to use just 2 of the 3 channels in a 3cyl CDI. The 3 cyl CDI should have an extra/unused "Blue" wire. Then an unused output to coil (blk/grn-blk/blu-yel/brn)
    Should not hurt anything.

    The strange part is you have a working Gen 1- 2 cyl stator. They seemed to be the most trouble prone stator.
    I'm guessing both engines have Gen1 ignitions.
    The Gen III ignitions (aka update kit) for the two cylinder engines were often combined with a double ended single ignition coil (especially in the Ignition Upgrade Kit).

    This is related to the ‘wasted spark’ configuration used only on the Gen III two cylinder ignitions.

    The original/factory Gen I/II ignitions for the two cylinder engines contained two separate coils, one per cylinder.

    If using a three cylinder CDI with a two cylinder engine, I would advise NOT using the ‘update kit’ type single ignition coil. Rather, use the old style dual ignition coils, or even a triple cylinder coil pack with the third coil left unused.

    Another difference would be the ignition timing curves. I do not know how different the actual timing is between a proper two cylinder CDI and a three cylinder CDI. The two cylinder engine will ‘run’ of course, I just don’t know if the combination might create excessive advance or retardation in the timing.

  5. #5
    Thank you both for the info. I should clarify before folks go out and buy 3 cylinder CDIs - the ski runs well on the trailer but i have NOT tested it with a load in the water and have no anecdotal evidence that there will be no adverse effects on performance or reliability. As 447 said - if there is a significant change in advance or retardation, this could cause engine issues.

    I too am surprised that both of these have gen 1 electronics that still work. I am debating whether i should rebuild the fuel systems and jet pumps and sell them both as runners before one of the Stators has a chance to fail. I just can't justify $600 each to update the ignitions - just isn't enough residual value.

  6. #6
    casey67's Avatar
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    I don't expect performance issues, the Hurricane 700 had the highest operating rpm and limiter- higher then 1050's- I have used the Hurricane CDI on stock SL700's with no trouble. Base timing was the same on all early domestic engines.

    Yeah, If the stators have survived this long, I'd have to say they were the "good"ones. The stators were the weak link on the 1st gen. The CDI was the weak link in Gen3. Between me and a couple friends, we're running like 5 Gen 1 ignitions. We have needed that many Gen 3 CDI's. I would run them till they need repairs.
    The SL700 were pretty nice/fun little runabouts.

  7. #7
    Quote Originally Posted by casey67 View Post
    I don't expect performance issues, the Hurricane 700 had the highest operating rpm and limiter- higher then 1050's- I have used the Hurricane CDI on stock SL700's with no trouble. Base timing was the same on all early domestic engines.

    Yeah, If the stators have survived this long, I'd have to say they were the "good"ones. The stators were the weak link on the 1st gen. The CDI was the weak link in Gen3. Between me and a couple friends, we're running like 5 Gen 1 ignitions. We have needed that many Gen 3 CDI's. I would run them till they need repairs.
    The SL700 were pretty nice/fun little runabouts.
    Thanks for the encouragement. overall the machines are in reasonably good condition, both need a bit of attention on the bottom hull - nothing too serious or deep, i think it can be fixed with some marine-tex. Are these SLs fiberglass or SMC?

  8. #8
    MSX 150 guy lives on Mr. GP1800's Avatar
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    Quote Originally Posted by alexl View Post
    Thanks for the encouragement. overall the machines are in reasonably good condition, both need a bit of attention on the bottom hull - nothing too serious or deep, i think it can be fixed with some marine-tex. Are these SLs fiberglass or SMC?

    SMC

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